Re: my new project
 

Idk. I've talked to Shane about it but he wasn't sure. This is a thought I've had too.

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I would think it would be close to the limit of the pump (450, E85 edition).

Big turbo stuff...

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Kind of what I was thinking too. Just wondering does anyone remember if Murlo was running a bap on his 450?

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Plus if I keep the big turbo I would like to eventually switch to e98. So if I change anything I would just like to do it once and be done with it

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I want to say it was around 750 on a Disco Jet using E85.

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What do Vassil and Leasure use? Are they on big externals?

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With a bap?



Not sure on vassil. Leasure is running an external. He was running fuelabs 1800HP model but switched to a weldon for this season. I think john is running an aeromotive eliminator in his galant.

The thing that's nice about the fuelab is it can be mounted intank

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mechanical and be done with it.

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Not exactly street friendly lol

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ok

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At least the little bit of research I've done on them a mechanical pump doesn't seem like a good option at this point.

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My 450 was not using a boost a pump. I had 2150s, fuel rail, afpr, Wally 450 hardwired, 6AN feed line, modified in tank return stuff. I was around 750whp, probably mid 600s on Shane's dyno. I still had a bit of room because I was only running 32psi. On a boost a pump I'm sure 850whp with proper fuel supporting mods could be done.

Re: my new project
 

That's pretty good! I'm sitting 586 on Shane's dyno or about 680 on a dynojet right now with fuel issues. I'd really like to see 700 at db. A 450 and bap would probably get me there on e85 but doubt it would be enough for e98 which I would like to switch to maybe next year.

Re: my new project
 

So me and tom spent a bunch of time Saturday flow testing my fuel pumps. We did all tears at 90psi. One of my 255s was 48gal/hr or 181liters/hr. The other was 40 gal/ hour or 151liters/hr. We also tested one of those ford gt pumps which came in at a dismal 33gal/hr lol. Tom also happened to have wally 450 so we put that in we came up with 51gal/hr on that.

Both 255s running they flowed 95 gal/hr. And with the 450 and the better 255 I don't remember exactlybut it was like 105 gal/hr.

So to verify that the one weaker pump wasn't an issue we left the 450 in and did a pull on the hhighway. We took a video of the gauge with a GoPro (haven't seen it yet). But brad rode with and kept an eye on the gauge. The fuel pressure still only went up to 60psi the just stayed there. So the pump wasn't an issue.

At this point I might try and get my hands on a known good regulator and do a pull just for the hell of it. But right now I think I'm just going to do a complete overhaul of the fuel system to make sure everything is up to part with how I want it.

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Good to know it's not the pumps I guess, but the hunt continues. Do you think it may be the regulator at this point? How bout the return line?

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Could it maybe be a fuel pickup issue too? Clogged filter somewhere?

Also, the numbers you showed on the wally450 seem WAY low, I wouldn't be so sure that the 450 you used was working right.

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Possibly could be the regulator. Generally if the return line was clogged or not large enough it would cause a high pressure issue not low pressure.

The strainers were replaced this spring and don't look clogged. Also the flow tests were done with the fuel filter removed from the housing so the filter isn't the issue.

The 450 was brand new right out of the box so it was working properly. There is obviously something wrong with my fuel system a restriction or bad regulator, or something.

There are also a few 90 degree an fittings in the system I wonder if those could be causing an issue

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Do you have a filter element between the pump outlet and the fuel rail? I have had my Aeromotive clogged up once a long time ago, I had dropping pressure issues at the rail. I highly doubt 90 degree fittings would be the culprit. They may contribute but only a very very small percentage. I know a guy that has a 1800hp pump for sale.

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You can borrow my Aeromotive FPR, if you have the fittings to use it.

Your fuel feed/return stuff is all AN right?

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[QUOTEis mark Leasure;434735]Do you have a filter element between the pump outlet and the fuel rail? I have had my Aeromotive clogged up once a long time ago, I had dropping pressure issues at the rail. I highly doubt 90 degree fittings would be the culprit. They may contribute but only a very very small percentage. I know a guy that has a 1800hp pump for sale.[/QUOTE]

There is a filter between the pumps and rail but we pulled the filter element out on the dyno. It is still out and we are still having issues.

I agree with your thoughts on the 90 degree fittings I'm just reaching for ideas lol.

we've pretty much checked everything and everything has checked out so far. I need to check the solid line for kinks. That's whats weird is theoretically the system should work but it's not.

I want a system that can support e98 anyways so I'm planning on completely redoing the whole system. So i it'll stay in touch about the pump.

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That would be awesome! Yeah its all an stuff. As long as it has -6 inlets and outlet I can use all the fittings from mine

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It's actually right on the nuts.

http://www.maperformance.com/rehost/...h-charts_2.jpg

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When you flow tested the pumps, were they out of the tank? What did you use to force the 90psi, your regulator? Why not test the flow with everything in the car, so you are testing your lines, etc.

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I guess I am just surprised it wasn't higher compared to the 255. I honestly didn't even do the math or check the flow ranges that it was supposed to be. I know the wally 450 has WAY more flow in it compared to a 255 so percentage wise it seemed quite a bit lower than I would've thought.

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The pumps were intank. I just popped my return line off of by my regulator and ran it into a container. We used my regulator to up the pressure to 90psi. So these flow tests were done through the fuel system in my car

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The test was for max boost. 90psi - 43.5 = 46.5

35psi of boost would've been 78.5psi where there is a giant difference between the 255hp and the 450. The 255 would do about 185 lph and the 450 would do 230ish lph.

The fact that Shawn was only on 35psi and with the obvious difference in flow between 2 255s and 1 255 w/ 1 450, shows that something is restricting the flow or the FPR diaphragm is toast.

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Bizarre. So you really shouldn't have any restrictions or a faulty regulator, because you proved the system will actually flow what it should at 90psi.

Are you sure you're getting full boost pressure in the vacuum line to the regulator? Or maybe the regulator can do a static 90psi but when set to 40ish and then the added boost it can't up the pressure like it should? A good test would be to set the regulator to base pressure, and then use the vacuum line to add the additional 40psi. Just a thought.

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That's a good idea.

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That's a really good idea. I'll try that sometime this week

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You can come pick up the regulator any time. It had pushlok lines, you should be able to unscrew the AN fittings from your regulator and put them on mine.

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Okay cool! I'll text you in a little bit

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pickup the coveralls he has for me too!

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Okay so I tried a new fpr last night and the fuel pressure issue is still there. At this point I'm probably just going to redo the whole system from the ground up.

Also the turbo is very large between gears. There is no bleed hole in my boost controller Shane said that could cause some issues so I will be replacing that.

So the car is pretty much done for this year. I'm just sick of shelling money into it.

Plans for over the winter are a new fuel system, new mbc, I would like to have my exhaust manifold redone for a second wastegate or get a new manifold, I'd also like to have 4th gear replaced if I can too.

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Did you also try the test I recommended? Maybe also put a gauge on the vacuum line at the regulator to verify its seeing the right pressure.

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No I didn't. Didn't have enough time last night. I'm going to when I have some time to work on it. A gauge on the line going to the regulator is a good idea.

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whats the point of two wastegates and the hole in the boost controller

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My turbo is a twinscroll t4. The divided t4 is supposed to spool faster than an open t4 but requires two wastegates one for each side. When you run a single wastegate on a divided turbo it basically negates the effect of the divided housing and increases lag.

Not really sure on the bleed hole in the boost controller. It's supposed to be there. Shane was telling me it can cause a lot of lag between shifts as well as other issues.

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.

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"There is a bleed hole on the boost controller after the ball, to allow the pressurized air that would be trapped between the wastegate actuator and the ball after it is seated again"

http://en.m.wikipedia.org/wiki/Boost_controller

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oh ok so pre 02 housing than. the whole boost controller thing has me wanting to chrck mine now. also is there a reason or fix for flutter ie mine would flutter from 26-27 on its way to 30. shane mentioned it but i never asked why. i just assumed my turbo was on the way out. dont want to hurt my new turbo now.